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Abstract:

An inflatable vehicle occupant protection device (14) includes a front
panel (102) and a rear panel (122) that are interconnected to at least
partially define an inflatable volume (54) of the protection device. The
rear panel (122) has a conical configuration resulting from portions of
the rear panel being interconnected with each other.

Claims:

1. An inflatable vehicle occupant protection device comprising: a front
panel and a rear panel that are interconnected to at least partially
define an inflatable volume of the protection device, the rear panel
having a conical configuration resulting from portions of the rear panel
being interconnected with each other, wherein the rear panel, lying flat,
has one of round, elliptical, and ovular configuration.

2. (canceled)

3. An inflatable vehicle occupant protection device comprising: a front
panel and a rear panel that are interconnected to at least partially
define an inflatable volume of the protection device, the rear panel
having a conical configuration resulting from portions of the rear panel
being interconnected with each other, wherein the rear panel, lying flat,
comprises at least one of round, elliptical, and ovular lobes.

4. An inflatable vehicle occupant protection device comprising: a front
panel and a rear panel that are interconnected to at least partially
define an inflatable volume of the protection device, the rear panel
having a conical configuration resulting from portions of the rear panel
being interconnected with each other, wherein the rear panel has a cutout
portion that defines first and second radially extending edge portions of
the rear panel, the interconnected portions of the rear panel comprising
the first and second edge portions.

5. The protection device recited in claim 4, wherein the cutout portion
has the general form of an angular wedge, the first and second edge
portions comprising angularly extending edge portions of the wedge.

6. The protection device recited in claim 4, wherein the rear panel has a
first dimension associated with a length of a portion of the rear panel
extending along a line that bisects an angle between the first and second
edge portions, the first dimension helping to determine the inflated
reach and depth of an upper portion of the protection device.

7. The protection device recited in claim 4, wherein the rear panel has a
second dimension associated with the length of the first and second edge
portions, the second dimension helping to determine the inflated reach
and depth of a lower portion of the protection device.

8. The protection device recited in claim 4, wherein the rear panel has a
third dimension associated with the angle between the first and second
edge portions, the first dimension helping to determine the inflated
depth of both the upper and lower portions of the protection device.

9. The protection device recited in claim 4, wherein the rear panel has a
peripheral edge portion that extends from a radial end of the first edge
portion to a radial end of the second edge portion, and the front panel
has a peripheral edge portion that extends around an entire peripheral
edge portion of the front panel, the peripheral edge portion of the rear
panel having a length that is substantially equal to a length of the
peripheral edge portion of the front panel.

10. An inflatable vehicle occupant protection device comprising: a front
panel and a rear panel that are interconnected to at least partially
define an inflatable volume of the protection device, the rear panel
having a conical configuration resulting from portions of the rear panel
being interconnected with each other, wherein the rear panel comprises a
first inflator receiving portion, a second inflator receiving portion,
and a third inflator receiving portion positioned between the first and
second inflator receiving portions, a first slit in the rear panel being
located between the first and third inflator receiving portions, a second
slit in the rear panel being located between second and third inflator
receiving portions, the first and second slits permitting the first and
second inflator receiving portions to move into overlying alignment with
each other and with the third inflator receiving portion when the
portions of the rear panel are interconnected.

11. The protection device recited in claim 4, wherein the rear panel
comprises a first inflator receiving portion at an end of the first edge
portion, a second inflator receiving portion at the end of the second
edge portion, and a third inflator receiving portion positioned between
the first and second inflator receiving portions, the first and second
inflator receiving portions moving into overlying alignment with each
other and with the third inflator receiving portion when the portions of
the rear panel are interconnected.

12. The protection device recited in claim 11, further comprising a first
slit in rear panel located between first and third inflator receiving
portions, and a second slit in rear panel located between second and
third inflator receiving portions, the first and second slits permitting
the first and second inflator receiving portions to move into alignment
with each other and with third inflator receiving portion when the
portions of the rear panel are interconnected.

13. The protection device recited in claim 1, wherein the protection
device comprises a driver frontal air bag, the rear panel connecting the
protection device to a vehicle steering wheel.

15. The protection device recited in claim 1, wherein the conical
configuration comprises one of a right conical configuration and an
oblique conical configuration.

16. The protection device recited in claim 1, wherein the conical
configuration comprises a base having a shape that is one of circular,
elliptical, ovular, and irregularly shaped.

17. The protection device recited in claim 1, wherein the front panel has
a single piece fabric construction and the rear panel has a single piece
fabric construction, the inflatable volume of the protection device being
defined entirely by these two single pieces of fabric.

Description:

FIELD OF THE INVENTION

[0001] The invention relates to an apparatus for helping to protect an
occupant of a vehicle. More particularly, the invention relates to an air
bag inflatable between a portion of a vehicle and a vehicle occupant. In
one embodiment, the invention relates to an air bag inflatable between an
instrument panel and a front seat vehicle occupant.

BACKGROUND OF THE INVENTION

[0002] It is known to provide an inflatable vehicle occupant protection
device, such as an air bag, for helping to protect an occupant of a
vehicle. Air bags are inflatable between a portion of the vehicle and a
vehicle occupant. One particular type of air bag is a frontal air bag
inflatable between an occupant of a front seat of the vehicle and an
instrument panel of the vehicle. Such air bags may be driver air bags or
passenger air bags. When inflated, the driver and passenger air bags help
protect the occupant from impacts with parts of the vehicle such as the
instrument panel and/or a steering wheel of the vehicle.

[0003] Passenger air bags are typically stored in a deflated condition in
a housing that is mounted to the vehicle instrument panel. An air bag
cover is connectable with the housing and/or instrument panel to help
enclose and conceal the air bag in a stored condition. Upon deployment of
the passenger air bag, the air bag cover opens to permit the air bag to
move to an inflated position. The air bag cover opens as a result of
forces exerted on the cover by the inflating air bag.

[0004] Driver air bags are typically stored in a deflated condition in a
housing that is mounted on the vehicle steering wheel. An air bag cover
is connectable with the housing and/or steering wheel to help enclose and
conceal the air bag in a stored condition. Upon deployment of the driver
air bag, the air bag cover opens to permit the air bag to move to an
inflated position. The air bag cover opens as a result of forces exerted
on the cover by the inflating driver air bag.

[0005] Driver and passenger air bags are configured to have desired areas
of coverage and also to have a desired degree of depth. Typically, an air
bag is configured to have a desired inflated depth through the use of
structures, such as internal tethers, that interconnect opposing panels
(e.g., front and rear panels) of the air bag. The tethers limit the
degree to which the opposing panels can move away from each other when
the air bag is inflated. The tethers also can add to the complexity of
the air bag construction.

SUMMARY OF THE INVENTION

[0006] The invention relates to an inflatable vehicle occupant protection
device that includes a front panel and a rear panel that are
interconnected to at least partially define an inflatable volume of the
protection device. The rear panel has a conical configuration resulting
from portions of the rear panel being interconnected with each other.

BRIEF DESCRIPTION OF THE DRAWINGS

[0007] The foregoing and other features of the invention will become
apparent to one skilled in the art to which the invention relates upon
consideration of the following description of the invention with
reference to the accompanying drawings, in which:

[0008] FIG. 1 is a schematic side view illustrating an apparatus for
helping to protect an occupant of a vehicle, according to an embodiment
of the invention;

[0009] FIG. 2 is a side view of a portion of the apparatus of FIG. 1;

[0010] FIGS. 3 and 4 are plan views of portions of the apparatus of FIG.
1;

[0011] FIGS. 5A-5D are schematic views illustrating the construction of a
portion of the apparatus of FIG. 1;

[0012] FIG. 6 is a perspective view of a constructed portion of the
apparatus of FIGS. 5A-5D;

[0013] FIGS. 7 and 8 are plan views of portions of an apparatus for
helping to protect an occupant of a vehicle, according to another
embodiment of the invention; and

[0014] FIG. 9 is a side view of the apparatus of FIGS. 7 and 8 in an
assembled and installed condition.

DETAILED DESCRIPTION OF THE INVENTION

[0015] An apparatus 10 for helping to protect an occupant 20 of a vehicle
12 includes an inflatable vehicle occupant protection device 14 in the
form of an air bag. In the embodiment illustrated in FIG. 1, the air bag
14 is a driver frontal air bag for helping to protect an occupant 20 of a
seat 22 on a driver side 24 of the vehicle 12. Those skilled in the art
will appreciate that the apparatus 10 disclosed herein could be adapted
for a passenger side vehicle occupant (not shown) or occupants of
rearward rows of the vehicle 12, such as a 2nd row, 3rd row,
etc., of the vehicle (not shown).

[0016] The air bag 14 may be part of an air bag module 30 that includes an
inflator 32 and a housing 34. The air bag 14 has a stored condition,
indicated by dashed lines in FIG. 1, in which the air bag is folded and
placed in the housing 34. The module 30 is mounted to a steering wheel 38
extending from an instrument panel 36 of the vehicle 12.

[0017] An air bag cover (not shown) is releasably connected to the
steering wheel 38 and/or the housing 34. In a closed condition (not
shown), the air bag cover helps enclose the air bag 14 in the stored
condition in the housing 34. The cover is movable to an opened condition
to uncover an opening through which the air bag 14 may be deployed from
the stored condition in the housing 34. The cover may be connected to the
vehicle 12, e.g., the steering wheel 38, either directly or through the
housing 34, by means (not shown), such as a plastic hinge portion, a
strap, or a tether. In one embodiment, the cover may be rupturable and
may tear opened when the air bag 14 is inflated and deployed.

[0018] The inflator 32 is actuatable to provide inflation fluid to an
inflatable volume 54 of the air bag 14 to deploy the air bag to the
inflated condition. The inflator 32 may be of any known type, such as
stored gas, solid propellant, augmented, or hybrid. The apparatus 10
includes a sensor, illustrated schematically at 50, for sensing an event
for which inflation of the air bag 14 is desired, such as a collision.
The inflator 32 is operatively connected to the sensor 50 via lead wires
52.

[0019] The air bag 14 can be constructed of any suitable material, such as
nylon (e.g., woven nylon 6-6 yarns), and may be constructed in any
suitable manner. For example, the air bag 14 may include one or more
pieces or panels of material. If more than one piece or panel is used,
the pieces or panels may be interconnected by known means, such as
stitching, ultrasonic welding, heat bonding, or adhesives, to form the
air bag. The air bag 14 may be uncoated, coated with a material, such as
a gas impermeable urethane, or laminated with a material, such as a gas
impermeable film. The air bag 14 thus may have a gas-tight or
substantially gas-tight construction. Those skilled in the art will
appreciate that alternative materials, such as polyester yarn, and
alternatives coatings, such as silicone, may also be used to construct
the air bag 14.

[0020] The air bag 14 may also include a vent (not shown) for releasing
inflation fluid from the inflatable volume 54 of the air bag 14. The vent
may be selectively actuated in order to help control or tailor inflation
of the air bag in response to vehicle conditions, occupant conditions, or
both. The vent may be actuatable actively, for example, in response to
conditions determined via active sensors, or passively, for example,
having a configuration responsive to physical conditions at the time of
inflation. Alternatively, the vent may be a passive vent that always
vents inflation fluid.

[0021] Upon sensing the occurrence of an event for which inflation of the
air bag 14 is desired, such as a vehicle collision, the sensor 50
provides a signal to the inflator 32 via the lead wires 52. Upon
receiving the signal from the sensor 50, the inflator 32 is actuated and
provides inflation fluid to the inflatable volume 54 of the air bag 14 in
a known manner. The inflating air bag 14 exerts a force on the cover,
which moves the cover to the opened condition. The air bag 14 inflates
from the stored condition to a deployed condition, such as the fully
inflated and deployed condition illustrated in solid lines in FIG. 1. The
air bag 14, while inflated, helps protect the vehicle occupant 20 from
impacts with parts of the vehicle 12, such as the steering wheel 38 and
instrument panel 36.

[0022] FIG. 2 illustrates the air bag 14 of FIG. 1 in greater detail.
Referring to FIG. 2, the air bag 14 includes a front portion 100 that is
presented facing the occupant 20 and a rear portion 120 that extends from
the steering wheel 38. The front portion 100 forms the portion of the air
bag 14 for receiving receives the occupant 20 upon the occurrence of an
event for which inflation and deployment of the air bag results. The rear
portion 120 is the portion of the air bag 14 that connects the air bag to
the air bag module 30, to the inflator 32, to the steering wheel 38, or
to any combination of these structures.

[0023] The air bag 14 illustrated in FIGS. 1 and 2 is illustrated as
having a two-panel construction including a front panel 102 and a rear
panel 122. The front panel 102 and rear panel 122 are secured to each
other by an interconnection 104. In this description, the interconnection
104 is referred to as stitching. Those skilled in the art, however, will
appreciate that the interconnection 104 may be formed from any suitable
means, such as stitching, an ultrasonic weld, a heat bond, or an
adhesive. In the inflated condition of the air bag 14, the front panel
102 is presented facing the occupant 20 and the rear panel 122 is
presented facing primarily the steering wheel 38, instrument panel 36,
and a windshield 60 of the vehicle 12. The front panel 102 therefore
forms the occupant facing portions of the air bag 14, and the rear panel
122 forms the steering wheel/instrument panel/windshield facing portions
of the air bag 14.

[0024] The two-panel construction of the air bag 14 of the embodiment
illustrated in FIGS. 1 and 2 is exemplary in nature. Those skilled in the
art will appreciate that the air bag 14 may have a configuration in which
the number of panels used to construct the air bag is greater than two
without departing from the spirit and scope of the invention. For
example, the front panel 102, the rear panel 122, or both the front and
rear panels could be constructed out of multiple panels that are
constructed separately and interconnected by known means, such as
stitching or ultrasonic welding, to complete the panel(s).

[0025] Additionally, those skilled in the art will appreciate that the
size and extent of the air bag 14 may also vary. Factors that may
influence varied sizes and or extents of the air bag 14 include, for
example, the architecture of the vehicle 12, the location in the vehicle
(e.g., driver side, passenger side, front seat, rear seat) where the air
bag is located, the type of protection afforded by the air bag (e.g.,
frontal impact, side impact, rollover) and the desired area of occupant
coverage. Such variations in the size and extent of the air bag 14 are
considered to be within the scope of the invention.

[0026] The front panel 102 according to an example embodiment of the
invention is illustrated in FIG. 3. In the embodiment illustrated in FIG.
3, the front panel 102 has a generally round overall shape and has a
peripheral edge portion 104 that extends circumferentially around the
perimeter of the panel. The circumference of the front panel 102 is
indicated generally at X in FIG. 3. The round shape of the front panel
102 gives the front portion 100 a generally rounded shape when the air
bag 14 is in the inflated and deployed position illustrated in FIGS. 1
and 2.

[0027] Those skilled in the art will therefore appreciate that the shape
of the front panel 102 can be adjusted to produce a corresponding
adjustment to the shape of the front portion 100 of the air bag 14. For
example, to provide a wider area of coverage in the vehicle, the size of
the front panel 100 may be increased in the Y dimension, which
corresponds to the width of the vehicle. As another example, to provide a
taller area of coverage, the size of the front panel 100 may be increased
in the Z dimension, which corresponds to the height of the vehicle. In
either scenario, the overall shape of the front panel 100 resulting from
the configuration adjustments may be shifted to a more oblong, e.g., a
more elliptical or ovular, shape.

[0028] When the air bag 14 inflates, the front panel 102 expands and is
tensioned by the pressurized inflation fluid in the inflatable volume 54,
which causes the front portion to assume a generally domed configuration
illustrated in FIGS. 1 and 2. The front portion 100, when in the inflated
and deployed position, faces convexly toward the occupant 20. The
configuration of the front panel 102 may be configured to produce a shape
of the front portion 100 that provides a desired degree of coverage
between the vehicle structure, such as the steering wheel 38 and
instrument panel 36, and the occupant 20.

[0029] According to the invention, the rear panel 122 is configured to
give the rear portion 120 a generally con-shaped or conical
configuration. The conical configuration of the rear portion 120 can be
tailored through the configuration of the rear panel to position the
front portion 100 at a desired position and orientation relative to the
occupant 20 when the air bag 14 is in the inflated and deployed position
of FIGS. 1 and 2. The rear panel 122 is illustrated in FIG. 4.

[0030] In this description, the term "conical" is meant to include
complete cones, i.e., configurations where the cone-shaped structure
includes a base, an apex, and a height extending from the base to the
apex. The term "conical" as used herein is also meant to include
frusto-conical configurations and structures. "Frusto-conical," as used
herein, refers to a section of a cone where a plane or other contiguous
surface transects the cone, thereby removing the portion of the cone
above the transecting plane/surface and thereby eliminating or precluding
inclusion of the apex and the portion extending between the apex and the
transecting plane/surface. The conical configurations may include right
conical or oblique conical configurations, and may include conical
configurations having a base having a shape that is generally round,
circular, elliptical, ovular (oval-shaped), or even irregularly shaped.

[0031] Referring to FIG. 4, the rear panel 122 has a generally round
circular, ovular, or elliptical configuration, with a generally
triangular, wedge-shaped portion being removed to produce the illustrated
shape. The rear panel 122 thus has a main portion 124 that, when
assembled, forms the conical wall 126 of the rear portion 120 of the air
bag 14. The main portion 124 has a first or top dimension illustrated
generally at A in FIG. 4, and a second or bottom dimension illustrated
generally at B in FIG. 4. The rear panel 122 has a peripheral edge
portion 130 that extends between the radial ends of the first and second
terminal edge portions 132 and 134, respectively. The edge portions 132
and 134 extend relative to each other at an angle illustrated generally
at C in FIG. 4. The edge portions 132 and 134 define a cutout portion 136
in the form of an angular wedge that is removed from the rear panel 122.
The peripheral edge portion 130 has a length, illustrated generally at D
in FIG. 4.

[0032] The rear panel 122 includes three inflator receiving portions 140.
In the illustrated embodiment, each inflator receiving portion 140
includes a central inflator opening 142 and four fastener receiving
apertures 144. Those skilled in the art will appreciate that the
configuration of the inflator receiving portions 140 can vary without
affecting or otherwise departing from the spirit of the invention. The
inflator receiving portions 140 are partially defined by first and second
slits 146 and 148, respectively, that extend tangentially from respective
ones of the three inflator receiving portions.

[0033] A first one of the inflator receiving portions 140 is located at an
end of the first edge portion 132 of the rear panel 122. A second one of
the inflator receiving portions 140 is located at an end of the second
edge portion 134 of the rear panel 122. A third one of the inflator
receiving portions 140 is located between the first and second inflator
receiving portions. The first slit 146 is located between the first and
third inflator receiving portions 140. The second slit 148 is located
between the second and third inflator receiving portions 140.

[0034] The rear panel 122 may also include indicia or other features that
assist in the assembly and construction of the rear portion 120 of the
air bag 14. For example, the rear panel 122 may include justification
marks 150 in the form, for example, of notches or other indicia formed in
or along the edge of the panel along the first and second edge portions
132 and 134. The rear panel 122 may also include sew lines 152 that
extend along the edge portions 132 and 134, and sew lines 154 that
circumscribe the inflator receiving portions 140.

[0035] For purposes of describing the construction of the air bag 14, the
rear panel can be considered to have a center portion 160, a first end
portion 162, and a second end portion 164. The first end portion 162 is
defined by the first edge portion 132 and a dashed line, illustrated at
166, that is coextensive with the first slit 146 and extends radially to
the peripheral edge 130 of the rear panel 122. The second end portion 164
is defined by the second edge portion 134 and a dashed line, illustrated
at 168, that is coextensive with the second slit 148 and extends radially
to the peripheral edge 130 of the rear panel 122. The center portion 160
is the portion of the rear panel 122 positioned between the end portions
162 and 164, i.e., the portion that extends between the lines 166 and
168.

[0036] To construct the rear portion 120 of the air bag 14, the first and
second end portions 162 and 164 are maneuvered toward each other while at
the same time the rear panel 122 is manipulated in the shape of a cone.
This is illustrated in FIGS. 5A-5D. Referring to FIGS. 5A and 5B, the
first and second edge portions 132 and 134 are moved towards each other
as indicated by the arrows in FIG. 5A. While this occurs, the slits 146
and 148 permit the inflator receiving portions 140 associated with the
respective end portions 162 and 164 to move relative to the central
portion 160. The inflator receiving portions 140 of the first and second
end portions 162 and 164 move beneath the inflator receiving portion end
portions. As best illustrated in FIG. 5B, at this point, the rear panel
122 begins to assume a conical (particularly, a frusto-conical)
configuration.

[0037] Referring to FIG. 5C, the first and second edge portions 132 and
134 are moved further towards each other as indicated by the arrows in
FIG. 5C. While this occurs, the slits 146 and 148 permit the inflator
receiving portions 140 associated with the respective end portions 162
and 164 to move further relative to the central portion 160 until all
three inflator receiving structures are positioned with their respective
inflator openings 142 in alignment with each other. At the same time, the
justification notches 150 on the first and second edge portions 132 and
134 are brought into alignment with each other, thereby positioning the
edge portions overlying and in alignment with each other.

[0038] Interconnections (e.g., stitching) are then applied to the rear
panel 122 along the sew lines 152 to interconnect overlying portions of
the first and second end portions 132 and 134. Interconnections are also
applied along the sew lines 154 to interconnect the overlying inflator
receiving portions 140. Additionally, interconnections may also be
applied along the slits 146 and 148 to interconnect overlying portions of
the rear panel 122 on opposite sides of the slits. Once the
interconnections are applied, construction of the rear portion 120 of the
air bag 14 is complete. The conical configuration of the completed rear
portion 120 has a conical configuration that is best illustrated in FIGS.
5B, 5C, and 6.

[0039] Once the construction of the rear portion 120 is completed, the
rear portion is interconnected with the front portion 100 to construct
the air bag 14. According to the invention, the length D (see FIG. 4) of
the periphery 130 of the rear panel 122 is equal to or approximately
equal to the circumference X (see FIG. 3). Thus, when the rear portion
120 is constructed as described above, the base 170 of the conical rear
portion has a circumference D (see FIG. 5C) that is equal to or
approximately equal to the circumference X of the front panel 102. The
front and rear portions 100 and 120 can thus be positioned overlying each
other and interconnections (e.g., stitching) can be applied to produce
the completed air bag 14.

[0040] According to the invention, the two-panel conical construction of
the air bag 14 provides several advantageous features. First,
construction of the air bag 14 requires only two panels and is thus
simple in comparison to more complex multi-panel constructions.
Additionally, the coverage, shape, and extent of the conical air bag 14
can be tailored by adjusting the shape of the first panel 102, the second
panel 122, or both the first and second panels. Finally, the inflated
depth dimensions of the conical air bag 14 can be configured without the
use of additional structures, such as tethers, for interconnecting the
front and rear panels 102 and 122.

[0041] According to the invention, the configuration of the air bag 14 can
be controlled through the configuration of the front and rear panels 102
and 122. More particularly, the shape, extent, coverage, and depth/reach
of the air bag 14 can be configured through the configuration of the
front and rear panels 102 and 122. The configuration of the front panel
102 affects primarily the shape, extent, and coverage of the air bag 14.
This is done through the overall shape of the front panel, as the air bag
14, as viewed from the perspective of the passenger 20, will have a shape
that closely resembles the shape of the front panel 102 (see, e.g., FIG.
3).

[0042] Thus, if it is desired to adjust the shape, extent, or coverage of
the air bag 14 to extend further laterally in the vehicle 12, the width
of the front panel 102 can be adjusted in lateral directions as viewed in
FIG. 3 to achieve the desired configuration. Similarly, if it is desired
to adjust the shape, extent, or coverage of the air bag 14 to extend
further vertically in the vehicle 12, the height of the front panel 102
can be adjusted in vertical directions as viewed in FIG. 3 to achieve the
desired configuration. Those skilled in the art will thus appreciate that
the front panel 102 in these scenarios would adopt a more elliptical or
ovular configuration than the generally round configuration illustrated
in FIG. 3.

[0043] The configuration of the rear panel 122 can affect the shape,
extent, and coverage of the air bag 14 and also can affect the inflated
depth and reach of the air bag. The dimensions of the rear panel 122
illustrated in FIG. 4: dimensions A (top), B (bottom), and C (angle),
help determine Inflated depth and reach characteristics of the inflated
air bag 14, illustrated generally at A', B', and C' in FIG. 2. Dimension
A is associated with the length of the portion of the rear panel 122 that
extends along a line that bisects angle C. Dimension B is associated with
the lengths of the first and second edge portions 132 and 134. Dimension
C is associated with the angle between the first and second edge portions
132 and 134.

[0044] Air bag characteristic A' relates to the inflated reach and
characteristic A'' relates to the inflated depth of an upper portion 180
of the air bag 14. The upper portion 180 of the air bag 14 is that
portion that is configured to receive the upper torso and head of a
normally sized occupant 20 in a normally seated position in the vehicle,
as illustrated in FIG. 2. Increasing dimension A results in the shape of
the rear panel 122 lengthening in the vertical direction as viewed in
FIG. 2 and, as a result, causes the rear panel to become more elliptical,
oblong, or ovular in that same direction. Increasing dimension A of the
rear panel 122 helps increase the reach A' of the upper portion 180 and
the depth A'' of the upper portion. Conversely, decreasing dimension A of
the rear panel 122 helps decrease the reach A' of the upper portion 180
and the depth A'' of the upper portion.

[0045] Air bag characteristic B' relates to the inflated reach and
characteristic B'' relates to the inflated depth of a lower portion 182
of the air bag 14. The lower portion 182 of the air bag 14 is that
portion that is configured to receive the lower torso and abdomen of a
normally sized occupant 20 in a normally seated position in the vehicle,
as illustrated in FIG. 2. increasing dimension B results in the shape of
the rear panel 122 lengthening in the horizontal direction as viewed in
FIG. 2 and, as a result, causes the rear panel to become more elliptical,
oblong, or ovular in that same direction. Increasing dimension B of the
rear panel 122 helps increase the reach B' of the lower portion 182 and
the depth B'' of the lower portion. Conversely, decreasing dimension B of
the rear panel 122 helps decrease the reach B' of the lower portion 182
and the depth B'' of the lower portion.

[0046] Air bag characteristic C' relates to the overall inflated depth of
the air bag 14 at or about its central axis 190. An increase in the
overall depth of the air bag 14 will cause a resulting increase in the
inflated depth of both the upper and lower portions 180 and 182 of the
air bag. Correspondingly, a decrease in the overall depth of the air bag
14 will cause a resulting decrease in the inflated depth of both the
upper and lower portions 180 and 182 of the air bag.

[0047] According to the invention, the conical configuration of the rear
portion 120 of the air bag permits the angle C between the first and
second edge portions 132 and 134 to help determine the overall inflated
depth of the air bag 14. To increase the overall inflated depth of the
air bag 14, the angle C is increased. As a result, to place the rear
portion 120 in the assembled condition in the manner illustrated in FIGS.
5A-5D requires a greater angular shift of the first and second end
portions 162 and 164 of the air bag to place the edge portions 132, 134
and inflator receiving portions 140 in overlying alignment with each
other. As a result of this increased angle and angular shift, the base
dimension of the conical rear portion 120 is decreased, whereas the
height dimension is increased. The increased height dimension contributes
directly to an increased overall depth of the air bag 14.

[0048] To decrease the overall inflated depth of the air bag 14, the angle
C is reduced. As a result, to place the rear portion 120 in the assembled
condition in the manner illustrated in FIGS. 5A-5D requires a lesser
angular shift of the first and second end portions 162 and 164 of the air
bag to place the edge portions 132, 134 and inflator receiving portions
140 in overlying alignment with each other. As a result of this reduced
angle and angular shift, the base dimension of the conical rear portion
120 is increased, whereas the height dimension is decreased. The
decreased height dimension contributes directly to an decreased overall
depth of the air bag 14.

[0049] Those skilled in the art will thus appreciate that the two-piece
construction of the air bag 14 of the invention advantageously permits
for the ability to adjust the configuration of the air bag through the
configurations of the front panel 102, rear panel 122, or both the front
and rear panels. As long as the length D of the peripheral edge 130 of
the rear panel 122 and the circumference X of the front panel 102 are
maintained equal or substantially equal to each other, the front and rear
panels will mate and produce the air bag 14 with relative ease through a
simple interconnection 104. Following this rule, other characteristics
can be adjusted with ease via simple adjustments to the dimensions of the
rear panel 122.

[0050] For example, viewing FIG. 2, to move the front panel 102 toward or
away the occupant 20 while maintaining the attitude of the panel would
require only an increase or decrease, respectively, in the angle C. To
adjust the attitude of the air bag 14, e.g., to move the upper portion
180 toward the occupant 20 and the lower portion 182 away from the
occupant would require an increase in dimension A, a decrease in
dimension B, or a combination of both. Conversely, to adjust the attitude
of the air bag 14, e.g., to move the upper portion 180 away from the
occupant 20 and the lower portion 182 toward the occupant would require
an increase in dimension B, a decrease in dimension A, or a combination
of both.

[0051] A second embodiment of the invention is illustrated in FIGS. 7 and
8. The embodiment illustrated in FIGS. 7 and 8 is similar to the
embodiment illustrated in FIGS. 1-6. Therefore, reference numbers similar
to those used in FIGS. 1-6 will be used to identify corresponding
features in FIGS. 7 and 8, with the suffix "a" being added to the
reference numbers used in FIGS. 7 and 8 to avoid confusion.

[0052] Referring to FIG. 8, the rear panel 122a has a generally rounded,
lobed configuration. The rear panel 122a includes an upper central
portion 200 having a semi-circular, arcuate periphery. First and second
lower lateral portions 202 and 204, respectively, are located on opposite
sides of the central portion 200. The lateral portions 202 and 204 have
semi-circular, arcuate peripheries that extend laterally from the central
portion 200, and thus contribute to the generally rounded, lobed
configuration of the rear panel 122a. The rear panel 122a has a generally
triangular, wedge-shaped portion removed to produce the illustrated
shape.

[0053] The rear panel 122a has a main portion 124a formed by the central
portion 200 and the lateral portions 202 and 204. The main portion 124a,
when assembled, forms the conical wall 126a of the rear portion 120a of
the air bag 14. The main portion 124a has a first or top dimension
illustrated generally at A in FIG. 8, and a second or bottom dimension
illustrated generally at B in FIG. 8. The rear panel 122a has a
peripheral edge portion 130a that extends between the radial ends of the
first and second terminal edge portions 132a and 134a, respectively. The
edge portions 132a and 134a extend relative to each other at an angle
illustrated generally at C in FIG. 8. The edge portions 132a and 134a
define a cutout portion 136a in the form of an angular wedge that is
removed from the rear panel 122a. The peripheral edge portion 130a has a
length, illustrated generally at D in FIG. 8.

[0054] The rear panel 122a includes three inflator receiving portions
140a. In the illustrated embodiment, each inflator receiving portion 140a
includes a central inflator opening 142a and four fastener receiving
apertures 144a. Those skilled in the art will appreciate that the
configuration of the inflator receiving portions 140a can vary without
affecting or otherwise departing from the spirit of the invention. The
inflator receiving portions 140a are partially defined by first and
second slits 146a and 148a, respectively, that extend tangentially from
respective ones of the three inflator receiving portions.

[0055] A first one of the inflator receiving portions 140a is located at
an end of the first edge portion 132a of the rear panel 122a. A second
one of the inflator receiving portions 140a is located at an end of the
second edge portion 134a of the rear panel 122a. A third one of the
inflator receiving portions 140a is located between the first and second
inflator receiving portions. The first slit 146a is located between the
first and third inflator receiving portions 140a. The second slit 148a is
located between the second and third inflator receiving portions 140a.

[0056] The rear panel 122a may also include indicia or other features that
assist in the assembly and construction of the rear portion 120 of the
air bag 14. For example, the rear panel 122a may include justification
marks 150a in the form, for example, of notches or other indicia formed
in or along the edge of the panel along the first and second edge
portions 132a and 134a. The rear panel 122a may also include sew lines
152a that extend along the edge portions 132a and 134a, and sew lines
154a that circumscribe the inflator receiving portions 140a.

[0057] For purposes of describing the construction of the air bag 14, the
rear panel can be considered to have a center portion 160a, a first end
portion 162a, and a second end portion 164a. The first end portion 162a
corresponds generally to the first lateral portion 202 and is defined by
the first edge portion 132a and a dashed line, illustrated at 166a, that
is coextensive with the first slit 146a and extends radially to the
peripheral edge 130a of the rear panel 122. The second end portion 164a
corresponds generally to the second lateral portion 204 and is defined by
the second edge portion 134a and a dashed line, illustrated at 168a, that
is coextensive with the second slit 148a and extends radially to the
peripheral edge 130a of the rear panel 122. The center portion 160a
corresponds with the upper central portion 200 and is the portion of the
rear panel 122 positioned between the end portions 162a and 164a, i.e.,
the portion that extends between the lines 166a and 168a.

[0058] Referring to FIGS. 7-9, to construct the rear portion 120a of the
air bag 14a, the first and second end portions 162a and 164a are
maneuvered toward each other while at the same time the rear panel 122a
is manipulated in the shape of a cone in the same manner as that
performed with the embodiment of FIGS. 1-6 (see especially FIGS. 5A-5D).
In constructing the rear portion 120a, the first and second edge portions
132a and 134a are moved towards each other. While this occurs, the slits
146a and 148a permit the inflator receiving portions 140a associated with
the respective end portions 162a and 164a to move relative to the central
portion 160a. The inflator receiving portions 140a of the first and
second end portions 162a and 164a move beneath the inflator receiving
portion end portions. At this point, the rear panel 122a begins to assume
a conical (particularly, a frusto-conical) configuration.

[0059] As the first and second edge portions 132a and 134a are moved
further towards each other, the slits 146a and 148a permit the inflator
receiving portions 140a associated with the respective end portions 162a
and 164a to move further relative to the central portion 160a until all
three inflator receiving structures are positioned with their respective
inflator openings 142a in alignment with each other. At the same time,
the justification notches 150a on the first and second edge portions 132a
and 134a are brought into alignment with each other, thereby positioning
the edge portions overlying and in alignment with each other.

[0060] Interconnections (e.g., stitching) are then applied to the rear
panel 122a along the sew lines 152a to interconnect overlying portions of
the first and second end portions 132a and 134a. Interconnections are
also applied along the sew lines 154a to interconnect the overlying
inflator receiving portions 140a. Additionally, interconnections may also
be applied along the slits 146a and 148a to interconnect overlying
portions of the rear panel 122 on opposite sides of the slits. Once the
interconnections are applied, construction of the rear portion 120a of
the air bag 14a is complete.

[0061] Once the construction of the rear portion 120a is completed, the
rear portion is interconnected with the front portion 100a to construct
the air bag 14a. According to the invention, the length D (see FIG. 8) of
the periphery 130a of the rear panel 122a is equal to or approximately
equal to the circumference X (see FIG. 7) of the front panel 102a. Thus,
when the rear portion 120a is constructed as described above, the base of
the conical/frustoconical rear portion has a circumference that is equal
to or approximately equal to the circumference X of the front panel 102a.
The front and rear portions 100a and 120a can thus be positioned
overlying each other and interconnections (e.g., stitching) can be
applied to produce the completed air bag 14a.

[0062] The air bag 14a of the embodiment of FIGS. 7-9 provides several
advantageous features that are similar or identical to those provided by
the air bag construction illustrated and described with regard to the
embodiment of FIGS. 1-6. The construction of the air bag 14a requires
only two panels, and the coverage, shape, and extent of the conical air
bag can be tailored by adjusting the shape of one or both of the first
and second panels 102a and 122a. The shape, extent, coverage, and
depth/reach of the air bag 14a can be configured through the
configuration of the front and rear panels 102a and 122a.

[0063] The air bag 14a, as viewed from the perspective of the passenger,
will have a shape that closely resembles the shape of the front panel
102a. Thus, if it is desired to adjust the shape, extent, or coverage of
the air bag 14a to extend further laterally in the vehicle 12a, the width
of the front panel 102a can be adjusted in lateral directions to achieve
the desired configuration. Similarly, if it is desired to adjust the
shape, extent, or coverage of the air bag 14a to extend further
vertically in the vehicle 12a, the height of the front panel 102a can be
adjusted in vertical directions to achieve the desired configuration.

[0064] The configuration of the rear panel 122a can affect the shape,
extent, and coverage of the air bag 14a and also can affect the inflated
depth and reach of the air bag. The dimensions of the rear panel 122a
illustrated in FIG. 8: dimensions A (top), B (bottom), and C (angle),
help determine Inflated depth and reach characteristics of the inflated
air bag 14a, illustrated generally at A', B', and C' in FIG. 9. Dimension
A is associated with the length of the portion of the rear panel 122a
that extends along a line that bisects angle C. Dimension B is associated
with the lengths of the first and second edge portions 132a and 134a.
Dimension C is associated with the angle between the first and second
edge portions 132a and 134a.

[0065] Air bag characteristic A' relates to the inflated reach and
characteristic A'' relates to the inflated depth of an upper portion 180a
of the air bag 14a. The upper portion 180a of the air bag 14a is that
portion that is configured to receive the upper torso and head of a
normally sized occupant in a normally seated position in the vehicle
(see, e.g., FIG. 2). Increasing dimension A results in the shape of the
rear panel 122a lengthening in the vertical direction and, as a result,
causes the rear panel to become more elliptical, oblong, or ovular in
that same direction. Increasing dimension A of the rear panel 122a helps
increase the reach A' of the upper portion 180a and the depth A'' of the
upper portion. Conversely, decreasing dimension A of the rear panel 122a
helps decrease the reach A' of the upper portion 180a and the depth A''
of the upper portion.

[0066] Air bag characteristic B' relates to the inflated reach and
characteristic B'' relates to the inflated depth of a lower portion 182a
of the air bag 14a. The lower portion 182 of the air bag 14 is that
portion that is configured to receive the lower torso and abdomen of a
normally sized occupant in a normally seated position in the vehicle
(see, e.g., FIG. 2). Increasing dimension B results in the shape of the
rear panel 122a lengthening in the horizontal direction and, as a result,
causes the rear panel to become more elliptical, oblong, or ovular in
that same direction. Increasing dimension B of the rear panel 122a helps
increase the reach B' of the lower portion 182a and the depth B'' of the
lower portion. Conversely, decreasing dimension B of the rear panel 122a
helps decrease the reach B' of the lower portion 182a and the depth B''
of the lower portion.

[0067] Air bag characteristic C' relates to the overall inflated depth of
the air bag 14a at or about its central axis 190a. An increase in the
overall depth of the air bag 14a will cause a resulting increase in the
inflated depth of both the upper and lower portions 180a and 182a of the
air bag.

[0068] Correspondingly, a decrease in the overall depth of the air bag 14a
will cause a resulting decrease in the inflated depth of both the upper
and lower portions 180a and 182a of the air bag.

[0069] The conical configuration of the rear portion 120a of the air bag
14a permits the angle C between the first and second edge portions 132a
and 134a to help determine the overall inflated depth of the air bag. To
increase the overall inflated depth of the air bag 14a, the angle C is
increased. As a result, to place the rear portion 120a in the assembled
condition requires a greater angular shift of the first and second end
portions 162a and 164a of the air bag to place the edge portions 132a,
134a and inflator receiving portions 140a in overlying alignment with
each other. As a result of this increased angle and angular shift, the
base dimension of the conical rear portion 120a is decreased, whereas the
height dimension is increased. The increased height dimension contributes
directly to an increased overall depth of the air bag 14a.

[0070] To decrease the overall inflated depth of the air bag 14a, the
angle C is reduced. As a result, to place the rear portion 120a in the
assembled condition requires a lesser angular shift of the first and
second end portions 162a and 164a of the air bag to place the edge
portions 132a, 134a and inflator receiving portions 140a in overlying
alignment with each other. As a result of this reduced angle and angular
shift, the base dimension of the conical rear portion 120a is increased,
whereas the height dimension is decreased. The decreased height dimension
contributes directly to an decreased overall depth of the air bag 14a.

[0071] Those skilled in the art will thus appreciate that the two-piece
construction of the air bag 14a of the invention advantageously permits
for the ability to adjust the configuration of the air bag through the
configurations of the front panel 102a, rear panel 122a, or both the
front and rear panels. As long as the length D of the peripheral edge
130a of the rear panel 122a and the circumference X of the front panel
102a are maintained equal or substantially equal to each other, the front
and rear panels will mate and produce the air bag 14a with relative ease
through a simple interconnection 104a. Following this rule, other
characteristics can be adjusted with ease via simple adjustments to the
dimensions of the rear panel 122a.

[0072] For example, viewing FIG. 9, to move the front panel 102a away from
or toward the steering wheel 38a while maintaining the attitude of the
panel would require only an increase or decrease, respectively, in the
angle C. To adjust the attitude of the air bag 14a, e.g., to move the
upper portion 180a toward the occupant and the lower portion 182a away
from the occupant would require an increase in dimension A, a decrease in
dimension B, or a combination of both. Conversely, to adjust the attitude
of the air bag 14a, e.g., to move the upper portion 180a away from the
occupant and the lower portion 182a toward the occupant would require an
increase in dimension B, a decrease in dimension A, or a combination of
both.

[0073] From the above, it will be appreciated that the air bags of the
embodiments of FIGS. 1-9 provide a simple, two-piece construction that
maintains the ability to tailor or adjust certain dimensional,
positional, or attitudinal characteristics of the inflated and deployed
bag. Additionally, as a feature of the embodiment of FIGS. 7-9, the three
lobed design of the rear panel 122a facilitates folding and packaging the
air bag 14a. More specifically, due to the three lobed design, the
inflator receiving portion can be gathered via a lateral fold, which
permits the rear panel 122a to lie flat against the front panel 102a
without bunching. This facilitates folding the air bag 14a to the stored
condition neatly and in a space-efficient manner.

[0074] From the above description of the invention, those skilled in the
art will perceive improvements, changes and modifications. Such
improvements, changes and modifications within the skill of the art are
intended to be covered by the appended claims.

Patent applications by Daniele Aranzulla, Essingen DE

Patent applications by Kurt F. Fischer, Leonard, MI US

Patent applications by Martin Burkhardtsmaier, Schwaebisch Gmund DE

Patent applications by TRW Vehicle Safety Systems Inc.

Patent applications in class Deflated confinement located within or on steering column

Patent applications in all subclasses Deflated confinement located within or on steering column